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Aviation History
1978
1978 - 0044.PDF
56 most powerful helicopter turbine in service in the West, the JFTD12 uses the JT12 turbojet as a gas generator. The engine's sole application in both its commercial and military (T73) forms is the twin-engined Sikorsky S-64. Latest versions are the 4,800 s.h.p. JFTD12A-5A and T73-P-700. T73-P-700 Nine-stage compressor, cannular combustor, two-stage compressor and power turbines. Direct drive. Take-off 4,800 s.h.p., mass flow 511b/sec, pressure ratio 6-75:1, length 99in, diameter 20in, weight 9801b. JT3D (TF33) Two-shaft turbofan. Close on 5,700 JT3Ds have been ordered, and engines in service have accumulated some 130 million flying hours with 120 air lines. Forty-eight airlines have bought 405 JT3D-powered DC-8s, and 660 or so similarly powered 707/720s have been bought by 72 carriers. The 707-320C remains in production, with deliveries at the rate of about one per month. Now looming are problems with the FAA's FAR 36 noise regulations, with which four-engined aircraft must comply fully by early 1985. The cost of retrofitting "quiet" nacelles does not at present seem economic, and Boeing's proposed CFM56-powered 707-500 may be a more attractive solution. Production of the military TF33 has reached 2,788 units, which have flown more than 28 million hours. Latest version of the engine is the 21,0001b TF33-PW-100A, proposed last year for the projected Nato E-3A Awacs. The tJSAF received seven E-3As last year out of planned total of 34. The 21,0001b TF33-P-7 has also been considered for possible re-engining of the USAF's Boeing KC-135 tanker fleet. Applications and projects: Boeing E-3A Awacs (4 X 21,0001b TF33-P-100/100A; Boeing 707-120B and 720B (4 X 17,0001b JT3D-1); Boeing 707-120B, 320C and 720B (4 X 18,0001b JT3D-3B); Boeing 707-320 (4 X 19,0001b JT3D-7); Conroy Virtus (4 X 21,0001b TF33-P-7/JT3D-8A); McDonnell Douglas DC-8 Series 50 (4 X 18,0001b JT3D-3B); McDonnell Douglas DC-8-62 and 63 (4 X 19,0001b JT3D-7). JT3D-7 Two-stage fan and six-stage 1-p compressor, seven- stage h-p compressor, cannular combustor, single-stage h-p turbine, three^stage 1-p turbine. Take-off 19,0001b, bypass ratio 1-43:1, mass flow 4721b/sec, pressure ratio 13-5:1, length 136 • 6in, diameter 53in, weight 4,3401b. JT8D Two-shaft turbofan. Close on 9,300 JT8Ds have been ordered since the turbofan was launched in the early 1960s. Engines in service have completed more 120 million flying hours worldwide with some 150 operators. Of the approximately 2,900 aircraft ordered with JT8Ds, getting on for 1,500 are Boeing 727s, well over 500 are Boeing 737s, and approaching 900 are McDonnell Douglas DC-9s. All three types are likely to remain in production into the 1980s. For the 727 at least, production rate is being increased from nine/month to 11/month. Applications and projects: Aerospatiale Caravelle 10B, 10R, 11R (2 X 14,0001b JT8D-1 or -7); Boeing 727-100 and -200 (3 X 14,5001b JT8D-9); Boeing 727-200 and Advanced 727-200 (3 X 15,5001b JT8D-15 or 3 X 17,4001b JT8D-17R); Boeing ,727-300 (3 X 16,0001b JT8D-17); Boeing 737-100 and 200 (2 X 14,0001b JT8D-1 or -7); Boeing Advanced 737-200 (3 X 16,0001b JT8D-17 or 3 X 17,4001b JT8D-17R); Boeing 737-200 (2 X 14,5001b JT8D-9); Boeing 737-200 (2 X 15,5001b JT8D-15); Boeing T-43A (2 X 14,5001b JT8D-9); Dassault-Breguet Mercure (2 X 15,5001b JT8D-15); Kawasaki C-l (2 X 14,5001b JT8D-9); McDonnell Douglas DC-9-10 and 30 (2 X 14,0001b JT8D-1 or -7); McDonnell Douglas DC-9-10 (2 X 12,2501b JT8D-5); McDonnell Douglas DC-9-20, 30 and 40 (2 X 14,5001b JT8D-9); McDonnell Douglas DC-9-22 (2 X 15,5001b JT8D-15 or 2 X 16,0001b JT8D-17); McDonnell Douglas DC-9-50 (2 X 17,4001b JT8D-17R); McDonnell Douglas C-9A and 9B (2 X 14,5001b JT8D-9); McDonnell Douglas YC-15 (4 X 16,0001b JT8D-17). JT8D-17R Single-stage fan and six-stage 1-p compressor, seven-stage h-p compressor, annular combustor, single-stage h-p turbine, three-stage 1-p turbine. Take-off 17,4001b (alternatively 16,4001b) flat-rated to 77°F; bypass ratio 1-0:1, pressure ratio 17-3:1, mass flow 3261b/sec, length 123-5in, diameter 44-9in, weight 3,4151b. JT8D-200 Two-shaft turbofan. With the decision by McDonnell Douglas in October last year to launch the JT8D-209-powered DC-9 Super 80, the refanned version of the JT8D is now firmly under way. Swissair, Austrian Airlines and Southern Airways have together ordered 27 of the new aircraft and taken options on a further nine. Other customers are in the offing. First flight of the Super 80 is planned for May or June next year, with deliveries following early in 1979. The JT8D-209 embodies the h-p system of the basic JT8D series mated with a new fan of higher bypass ratio (1-6:1 compared with 1:1), plus a new 1-p compressor and turbine. The 1-p compressor is based on that developed for the Flygmotor RMS (licence-built derivative of the JT8D). Thrust is up and s.f.c, noise and pollution are down. The -209 will meet FAR Part 36 noise regulations, which early-generation fans have to comply with progressively, starting next year. The -209 first ran in May 1976, and the engine flew in March last year in the port outer station of the second McDonnell Douglas YC-15 AMST. Three engines have been built to date, and more than l,200hr running have been completed under a P&W-funded programme. Three more -209s are being built, and certification is scheduled for June 1979, with first production deliveries taking place in the same month. The JT8D-209 has opportunities in several different markets. McDonnell Douglas has preferred it to the CFM56 and the JT8D-17 for its AMST submission to the USAF. Potential P & Ws refanned JT8D-209 will be introduced on the DC-9 Super 80 applications in derivative aircraft are a stretched 737, the DC-9 Super 80, and new versions of the BAC One-Eleven and Dassault Mercure. In the retrofit market the -209 makes an attractive proposition for re-engining' McDonnell Douglas DC-8-20s, 30s, 40s, Boeing 707s and USAF KC-135 tankers. The economic benefits of the JT8D-209 are its low acquisition and maintenance costs, and high commonality with existing JT8Ds. JT8D-209 Single-stage fan and six-stage 1-p compressor, seven-stage h-p compressor, annular combustor, single-stage h-p turbine, three-stage 1-p turbine. Take-off 19,0001b flat- rated to 84°F, or 18,5001b flat-rated to 77°F; bypass ratio 1-6:1, pressure ratio 19:1, mass flow 4791b/sec, length 173 -7in, diameter 49-2in, weight 4,4101b. JT8D-317 P&W is studying growth versions of the JT8D rated at 21,000-24,0001h, appropriate to 120/160-seat Euro pean transports. Final assembly in Europe is envisaged if enough orders emerge. P&W says that it could certificate the engine for a 200-aircraft batch by 1983. This would go back to 1985 for a 20/50-aircraft run. JT9D (F105) Two-shaft turbofan. With close on 1,800 JT9Ds ordered and over 1,700 in service, the P&W turbo fan has notched up more than 21 million flying hours with some 47 operators of Boeing 747s and McDonnell Douglas
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